Overview. For years, Chrysler used the advertising tag line “There is only one Jeep.” But thanks to the benefits of platform sharing,
the Chrysler Group now essentially gets three vehicles for the price of one: the
Dodge Caliber,
Jeep Compass, and now the
Jeep Patriot (Ratings and pricing available to
). Two are small, car-based SUVs à la the Subaru Forester. The Caliber is a tall hatchback. Besides their underpinnings, they
share most powertrains, including a standard 5-speed manual or optional continuously variable transmission.The latest addition
to the family, the boxy Patriot looks like a successor to the old Jeep Cherokee that inspired a loyal following among off-roaders
and adorned many suburban driveways in the 1980s. The Patriot comes with either a 158-hp, 2.0-liter or a 172-hp, 2.4-liter
four-cylinder engine and either front- or all-wheel drive. Its two trim lines include the basic Sport and the fancier Limited,
with the base price starting at about $15,000. We bought a fully equipped Limited 2.4-liter AWD with a sticker price of $26,045.
Initial impressions. A modern take on a popular, pioneering classic SUV, the Patriot had promise. But we find that the Patriot disappoints much
like its platform mates, sharing similar weaknesses in powertrain and interior fit and finish.
The Patriot handles soundly but you couldn’t call it agile. The ride is reasonably absorbent, and stability control is standard.
That’s where the good news ends. A rough and boomy engine noise greets you during the first few feet of driving. The CVT allows
the engine to race to screaming-high revs before delivering significant thrust. And even then, the Patriot lacks punch and
requires 10.8 seconds to sprint to 60 mph--longer than its corporate cousins. Combine the unpleasant powertrain with a cheap
interior decked with hard plastics, sharp edges, and exposed wires, and any remaining Jeep allure one might have evaporates.
Our Patriot has Jeep’s “Trail Rated” logo signifying off-road ability. The $725 Freedom II option provides an extra-low gear
ratio for crawling up or down steep slopes. So far, though, we haven’t found that the Patriot delivers a decisive advantage
over other car-based SUVs, at least in mild off-road situations, and it’s not really made for the boulder-hopping rough stuff.
Inside the cabin, broad door sills and an intrusive center console make the cockpit feel narrow. Some of us find the steering
wheel too far forward and the rearview mirror takes a long reach to adjust. Weak detents let the doors bounce back at you
if you open them when parked facing uphill. The rear is spacious enough for two pre-teens but cramped for adults. The seats
are flat and a bit squishy.
CR’s take: The Patriot might be slightly better than its Caliber and Compass siblings but it’s still not in the same league as vehicles
such as the Honda CR-V, Toyota RAV4, or Forester. Overall the Patriot feels half-baked and underdeveloped. We will see how
it stacks up against other competitors in our December issue--online in November.
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